Variable ratio transmission



Sept. 5, 1939. o. E. szr-:KELY

' I VARIABLE RATIO TRANSMISSION 4 Sheets-'Sheet l Sw ww .f A S@ QQ. N ,|T wlw NN@ NM. xm. I| bm. T @Y 3 wv S. n n li A. n mw N H 1| M. l QR wmv l K mw R. r um, Sm Nimm #511:@ N um. ms. Nw um A um. km. \m..

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O.' E. SZEKELY VARIABLE RATIQ TRANSMISSIONV Sept. 5, 1939.

Filed Dec. 50, 1937 4 Sheets-Sheet 2 aomszezegy,

Sept. 5, 1939. o. E. szEKELY 2,171,610

VARIABLE RATIO TRANSMISSION Fiied Den.` so, 1957 4 sheets-sheet 4 l ll l///// Patented Sept. 5, 1939 VARIABLE nA'rIo TRANSMISSION otto E. szekely, Mount Airy, Pa., assigner-:t The Szekely Company, Inc., a corporation o! New' York Application December 30. 1937, Serial No. 182,573

12 Claims.

This' invention relates to improvements in variable ratio transmissions and is concerned with mechanisms by which torque increment effects may'be attainedunderautomatic control by thel load demand.

One of the features of the present invention is the provision of a structure by which plural ranges of torque ratio transmission may be ffected, with inversely corresponding speed ratios, lwith the employment of a manual lcontrol for selecting the actuation in the system.

., Another feature of the present invention is the provision of a structure including a plurality of power-transfer devices which may be successively brought into action in accordance with existing relationships of torque delivered by the prime mover and torque demanded by the load, and permitting the operators control of the actuation effected therethrough.

Another feature of the present invention is 'the provision of a. variable ratio transmission including two diierentiating gear sets which are selectively energized and operate under plural conditions of energization for producing variable torque transfers through the structure.

Other features of the invention reside in the construction and arrangement of parts, as will appear more fully hereinafter.

Illustrative forms of practicing the invention are set'out in the accompanying drawings, in which:

Figure 1 is a longitudinal upright sectional view through the transmission assembly according to this invention; Y

Figures 2, 3 and 4 are corresponding transverse sectional views, respectively, taken substantially on the lines 2 2, 3 3 and 4 8 of Fig. 1;

Figures 5, 6, 7 and 8 are fragmentary detail views showing modications in the construction.

In these drawings, the transmission mechanism is intended for transferring power from the prime mover (not shown) having a shaft i0 or similar member, to a iinal driven or tail shaft il which is coupled to the load to be driven, so that the load places a torque demand upon this shaft ii. .The prime mover shaft i0 is shown as connected to the input shaft it of the transmission mechanisxn, which is keyed or otherwise secured to a differential case i5 which is freely rotatable on the anti-friction bearings i6 mounted in the front housingmembers Ha and Hb.

The dierential case i5 has the inwardly extendingpivot pins il which receive the planet pinions itl. The sun gear i9 is xed on a shaft 20, this shaft being supported for rotation by the for east1 rotation in the differential case I5. The

hollow shaft 3| is connected to the central gear 33V of a fluid displacement pump.

This fluid displacement pump includes the housing 34 located between the flanges 35, 38. The ange 35 has a peripheral channel groove 31 in its front face, for cooperation with a similar groove 31a provided inthe end member Hb of a centraln housing portion Hc. The sage provided by the grooves 31,

annular pas- 31a is sealed against leakage by labyrinth packings lrc. Within the pump housing 34 are the pump pinions 38 which are mounted to turn about axes which travel with the pump housing assembly while the pinions 38 remain in mesh with the central pump gear 33. Fluid delivered from the pump passes through discharge channels 39 to a peripheral groove 4l! formed in the hub of the right-hand flange 36, and thence to a corresponding groove in the web wall Hoa of the housing member Hc, and thus gains access to/ conduit 4i formed in this web wall, and nally passes back by the conduit '82 into the sump 43 provided by the lower portion. of the housing structure.

Flow through the conduits lli, 42 may be regulated by a valve 411. lKeyed to the right-hand ange 36 of the pump nelly-cut teeth 5i. The member structure is a member 59 provided with interis xedly connected to a dished plate structure 52 which has a sleeve 53 which is supported by an antifriction ball bearing 54 relative to the inwardly extending ange Hda of the housing end plate Hd.

Planet pinions of an ='epicyclic set are in' mesh both with the gear teeth 5i and with the 62a andthe spacing collars 62h.

The carrier spider 6i is secured to or formed integral with the final driven shaft Ei, and is in supported relation -with the shaft 2@ by the aforesaid anti-friction bearing 2&3.

The tail or bearings 66 on the end plate Hd of the general housing, and bearings 66a on the structure 52.

A clutch of the overrunning type (Fig. 4) is provided between the sun-gear 30 and the outer surface of the shaft 20, and is made effective byl the rollers 10.

The sump 43 is divided from the upper portion of the housing by an apertured partition 80. The channel 31, 31a is in communication by a pas-,- sage 8| and a duct 82 with this sump space.

The several parts of the housing are secured fixedly together so that it operates to retain the liquid therein. This liquid isA usually an oil which is effective without change of physical condition at maximum'A and minimum temperatures of service. y

As shown by Figures 1 and 3, the outer periphery of the member 50 is formed as a drum for receiving -a brake band 9|) which has the outwardly extending ears 9| provided with camming surfaces for cooperation with corresponding surfaces on the rotatable sleeves 92 which are pinned or otherwise secured to a rock shaft 91. A spring 93 is interposed between the ears 9| for pressing .these ears apart. The shaft 91 projects outwardly fromthe housing and has a crank arm 98 thereon by which it may be rocked whereby to cause the camming surfaces to move the ears 9| toward one another and thereby apply the brake band onto the outer surface of member 5|) in order to bring the latter toa standstill; while a movement of the crank 98 in the other direction is employed for permitting the cam surfaces to move relative to one another so that the ears 9| are moved apart by the action of the spring 93 and such inherent resiliency as there may be in the brake band 90, whereby the brake band is released from the member 50 and the latter is free to rotate.

The annular passage provided by the grooves 31, 31a is in communication by a passage 95 and pipe 96, and through the valve 91, with the atmosphere.

The method of operation of the structure is as follows: f

final driven shaft is mounted by anti-frictionv by the planet pinions 60 upon the gear teeth 5|. Thus, when the shaft 20 and sun gear 24 are turning in a clockwise direction `(Fig. 3), a pressure is being exerted upon the gear teeth 5| tending to `force them in a counterclockwise direction, alongfwith the associated structures 50, 52 and the pump housing.y The pump housing 34 turns in a. retrograde or counterclockwise direction, while the inner pump gear 33 turns in a forward or clockwise direction. 'Ihe pumping ef- 1 fect drawsair through the valve 91 into the" annular passage 31, 31a, and free escape is provided through the Yconduits 39, -4|, 42 and valve 44, so that there is substantially no back pressure or drag at the pump structure. 'j When the prime mover has attained a desired speed, the band brake 99 may be engaged. The aforesaid retrograde movement of gear tooth 5| and structures fixed thereto is now prevented by the band brake 90, and hence there is no retrograde rotation thereof relative to the frame. The pump housing is held at a standstill, but the maintained open condition of valves 91, 44 prevents the creation of back pressures. The planet pinions 5I) roll on the gear teeth 5| which are sta- 1 tionary, and the spider 6|, 52 is carried along with the sun gear 24, and turns in a clockwise direction for driving the tail shaft The speed ratio between the shafts I0, |4 and 20 (and sun 1 gear 24) with respect`to the tail shaft may 1 When the prime mover is at a standstill, all

parts of the transmission are likewise at a standstill, and it may be assumed that the valves k44 and 91 are open. 'I'he band brake 90 is released. This permits the usual operations of starting the prime mover if it is a gaspline engine or other device which exerts only a low torque during the starting condition or when moving at very low speed. The shaft |4 turnsat the sameggspeed as the shaft vI0. Thus, the differential case l5 isv likewise driven at this same speed, and the planet pinion pins |1 are carried in rotation about the common axis at this same speed. The overrunning clutch rollers 10 prevent the sun gear 30' from turning faster than the shaft 20, and thus overcome the tendency of the sun gear 30 to be turned at twice the speed of the differential case |5, while the sun gear I9 is held fast by reason of load resistance. Hence, the differential case |5, and the sun gear and planet pinion means providing the 'first differential gearing, 'turn as a unit: and the inner pump gear 3.3 and the small sun gear 24v of the epicyclic or'second differentiating gearing are likewise turned therewith: all of these parts are therefore revolving at the speed of the prime mover.. The sma". sun gear 24 produces, a pressure upon the planet pinions 60 tending to turn these about their axe-s. This results in a relatively backward pressure exerted then be expressed by the formula:

Speed of tail shaft l1=rpm shaft 20 E+R and hence thLe torque at the tail shaft, with the stated relation of the sun gears 24, 5|, is four times the torque delivered at the prime mover. It will be noted that the power and energy conditions remain the same, as these are represented by formulas in lving the product f speed and I Torque at tail shaft 1 1'=engine torqibxeX torque.

Under the conditions stated, therefore, with the valves 44 and 91 open, a mechanical drive is effected at a definite low speed and at a multipliedtorque: this reduction of speed and multiplication of torque being determined by the ratio of the gears 24, 5|. This condition occurs even when no oil or other liquid is present Ain the system. The speed of the tail shaft varies directly with, the speed of the engine, and hence the actuation of the load is functionally related directly ,to the prime mover characteristics of speed and torque. It will be noted, therefore, that this mechanical drive provides for starting a. load by engaging the band brake 90, with the delivery of greatly increased torque effects; and is available for propelling a vehicle, for example, even in the event of disruption in the hydraulic system. It may, advantageously, be used under conditions of constant speed and torque at' the angine, in propelling an automobile up a steep :rade

If such a4 vehicle then passes upon alesser rrade, the operator may move the valves liti and i1 toward closed condition. The gear pump iraws liquid from sump :33 and delivers it to valve ifi which retards iiow. Back pressure effects are hus set up at the gear pump. When these pres- `ure eiectsexceed, for example, the tooth pres- `ure eiects existing in the first differential and ending therein to rotate the sun gear 30 faster han the shaft 2li, a condition corresponding to a 'ariable middle ratio is attained. The inner ump gear 33 is retarded by' this back pressure n the gear pump, so that it turns slower than the haft 20, and therewith the sun gear 3G turns lower than vthe diierential case l5. This occaions a rotation of the planet pinions I8 about heir respective axes l1, and therewith causes an ncrease of the rotational speed of the sun gear S with respect to the diierential case, so that the haft 20 now turns faster than the diiferential ase.. As before, the shaft 2i] rotates the sun :ear 2B in the second differentiating gearing, ut now at a faster rate. Therefore, an acceleraion is imparted to the pinions 6D so that the pider 6I and the tail shaft II are driven at a :reater rate. Ultimately, under this condition of iperation, the back pressure effect in the gear )ump may be regarded asretarding the inner rump gear 33 until it is substantially stationary Vith respect to the pump housing. At this time, he sun gear 30 is substantially stationary. In

he form shown in Figure 1, the vtwo sun gears I :0, i9 are of the same effective diameter; and

rence, under these conditions, the sun gear'lQy s rotated at twice thev speed ofv the differential :ase I5. Since the shaft 20 is now turning-at wice the former speed, the 4:1 speed reduction n the second gearing now brings the tail shaft l to a speed whichl is oneehalf of the speed of he primecmover. correspondingly, thetorque lelivered to the tail 'shaft Il is twice the torque lelivered at the prime mover. Again, the rela- .Y

ion of the speed and torque show that the prime mover is continuing t deliver energyA at thesame onstant rate as stated above.

Under there conditions, it wm be noted that .ction and reaction are present vin the` gear pump,

y reason of the back pressure upon thelliquidz ition of 4:1 torque ratio and a 1:4 speed ratio, xisting at the low speedfis determined by the etting of the valves M and 91, so long as theorque demand on the tail shaft il remains, contant. Conversely, for a given valve setting, varations in the torque demand lupon the tail shaft l (as in passing from a steep-hill'to one of esser grade) will result in the passage 'of the ystem to the aforesaid condition at which the orque ratio is, say, 2:1 and the corresponding peed'ratio is 1:2.

If the road passes from the moderate upgrade o a level condition, so that the torque demand.

rops still lower, then the decrease of load deiand permits the -engine to speed up in acordance with its own characteristics. This cor-l e responds essentially to driving with a mechanical middlespeedvgean The operator can now release the brake band 9u. The reaction pressure in the gear pump is greater than the reaction pressure between the planet pinion 60 and gear teeth 5l. The pump structure remains substanu tially locked or blocked by the back pressure through the liquid, so that its parts will turn at substantially the same speed. The tooth pressures at the pinions i8 now produce a forward rotation of the pump parts and therewith of the members 59, 52. This condition continues with acceleration of the pump housing or members 5i! and 52 until these parts are turning at substantially prime mover speed, and therewith the i several parts comprised in the iirst diierentiating gearing and also the several parts comprised in the second differentiating gearing turn at this `same angular rate. During this acceleration period, there is a further decrease of the torque ratio and increase of the speed ratio until all parts are turning together and at vprime mover speed. This represents a :direct drive of 1:1 torque ratio and 1:1 speed ratio. K

It will be understood that this condition is maintained so longcas the load demand exactly corresponds to the output of the engine with respect to both speed and torque. If the prime mover is delivering a greater torque than is demanded by the load at this 1:1 ratio, the prime mover speeds up, in accordance with its own characteristics, until the torque and speed at the prime .mover exactly 'correspond to the torque A demand o`f theloadat the identical speed. On

' mover torque and speed remain constant. If the prime mover torque and speed change, it is obvious that similar but not necessarily linearly-corresponding changes occur at the load.

The valves M and 91 have been described above with respect to their effects when open as permitting the pump parts to turn substantially Without drag relative to one another; and as causing a high back pressure eiect to be established at the pump when the valvev 91 is closed to prevent the entry of air into the pump intake andwhen valve 44 is closed to prevent escape of liquid from the pump discharge. The partially opened positions of valve 44 represent greater or lesser back pressure effects in the pump. Partially opened positions of the valve 91.represent the admission of a greater or lesser proportion of air, so that the uid in the pump is more or less compres'sible. Thus, these valves serve to determine the smoothness of acceleration and the rate 7 ortimeeperiod, for given torque conditions, at which passage from one ratio to another will be accomplished.

ly closed, for example, and the position of valve M regulated to attain the desired type of control.

. The above description indicates a manner Ioi It is possible to employ only onevor the other of thepvalves B4 or 91, and still gain operation of the system. It is also possible to 76 bring the system from a. condition-of standstill of the load to a condition of direct drive by leaving the band brake 90 disengaged and moving the valves 44 and 91 toward closed position. During the idling condition of the mechanism, as aforesaid, the inner pump gear 33 has been turning for hand, the reduction in rate of retrograde movement of the pump housing. 3 4 slows the structure 50. Hence, the planet pinions 60 are rolling along the gear teeth 5I and are being driven by the central gear` 24, and hence they Vcarry the spider Iii/with them and the tail shaft is being accelerated. Ultimately, the conditions of tooth pressures cause the structure to begin turning in a forward direction relative to the frame, and thismotion is accelerated under substantially the same conditions as set out above, until all parts of both differentiating gears, as well as the pump parts, are turning in a forward direction and at prime mover speed, representing a direct drive of 1:1 torque ratio-and 1:1 speed ratio. Thus, it is possible topass purely by hydraulic means from an idling to a direct drive condition. In the event of increase of load resistance, while the parts are operating at direct drive, under these conditions, tooth pressure effects cause slippage in the pump system, if there is any port opening at valve 44, for example, at all: andan automatic adjustment occurs by which the torque ratio increases under conditions which are the reverse of those set out above for decrease of such ratio.

In the above description, the differential member I5 has been referred to as a case: and the epicyclic member 6I, 62 has been referred to as a spider.l These terms are interchangeable: and have been employed for simplicity ofdescription and claiming. Fiurthermore, it will be noted that the structure includes two diierentiating1 gearings each comprised of two gear members associated with a case or spider carrying plan-etv pinion means'imniesh with both gears, so that their movements with respect to one, another.

the three elements may turn or differentiate in One of these diierentiating gearings has. its case connected tothe driving member and the other ing means (here illustrated as the gear pump 33,

. 34, `38). Y Furthen'one of the two gearings has the overrunning clutch structures 1.0 operative between its gears,"v while the other )Las brake means 90 for holding its second gear 5 I against movement relative to the frame. The speciiically illustrated'embdiment including the internallyout .orbit gear 5I is not limitative.; and it will. be

y understood that where orbit gear" is employed Yin this specification and claims, this is used synonymously with sun gear. y

It has' been indicated above that then ratio of"l the sun gear 24 tov gear teeth '5I may be adjusted to attain the desired torque and speed relationship. It:A is also possible to control such a relationship by having the sungears I9, 3B of the rst differentiating gearing of properly selected diierent effective diameters. Thus, in Figure 5 the differential 'case I5a supports the planet pinions l8a, which are in mesh with a large sun gear I9a and a small sun/gear 30a. In this form, the large sun gear I9a is fixed-to the shaft 23; while the sun gear 30 is connected to the inner pump gear 33. In this structure, the sun gear I9a is not driven at` twice the speed of the differential case I5a when the sun gear 30a is held at a standstill with vthe pump assembly, and hence -a greater multiplication of torque occurs in the system, for a given relationship 24 and gear teeth 5I.

An inverse condition is shown diagrammatically in Fig.- 6, where the. planet pinions, IIb on the case I5b are in Imesh with sun gears Ilb and 30h, but with the sun gear I9b smaller than of the sun gear the sun gear. 30h. In this case, the torque multiplication is less, with they same assumed relative sizes of parts in the second differentiating gearing. f v

It is' likewise possible to construct .the rst 'diierentiating gearing of strictly epicyclic type, as shown by Figs. 7 and 8. In the form of Fig. 7 the differential case i5c supports the planet pinions I8c which are located in the same plane and are in mesh with the small sun gear 30e and the large, .internally-cut gear I9c. This arrangement ofparts corresponds to that of Fig. 5 in producing a greater torque multiplication.

In the form of Fig. s, the differential case I5d carries the planet pinions IBd which are in mesh with the large gear 30d and the small sun gear I9d.`

The relative sizes of the sun gears in the first .f differential gearing are selected according to the requirements of the system. Thus, the forms of Figs. 5 vand 7 are advantageous for heavy duty 6 and 8 provide for rapid accelerations between these particular ratios.

' structurally, the illustrated assembly is advantageous as it provides three compartments in a housing structure, these compartments receiving,r in'order from the front end, the rst differential gearing,` the Huid' displacement pump structures, and the second diiferentiating gearing: and permit the employment of closely spaced bearings which are illustrated as of anti-friction type, for permitting the easy movement of the `parts in `respect to one another and the housing, at points where the partsfperform rela.-

tive movements during conditions of heavy load demand.

This is duid-controlled mechanically-driven transmission in which maximum vloads to be moved respective to the various established gear ratios' are actuated through and by a mechanical drive and the 'hydraulic end is used for thf transfer of speed-torque ratios from one to the other.

The transmission can be employed for many purposes in driving stationary machinery and vehicles. It hasparticular advantages in association`with prime movers having a torque characteristic representing a very low torque outpul at starting and at low speeds, and hence can be employed in automobile service Withvariable speed engines as well as withprime movers having a substantially constantl speed during run-FJ ning, with varying torque output.-

' it is obvious that the invention is not limited solely to the forms of construction illustrated,

, but that it may be employed in many ways within the scope ofthe appended claims.

I claim:

l. A variable ratio transmission comprising -a frame, a driving member, a driven member; first and second dierentiating gearings, each comprising first and second gears having a common axis, a planet pinion and a differential member revoluble with the planet pinion about the comil mon axis, the said first gears in each differentiating gearing being connected together; a fluid pressure means including two relatively movable parts respectively connected to the said second gears and effective for retarding the relative anguiar motion of said second gears; one said differential member being connected to the driving member and the other said differential member being connected to the driven member; and

braking means for holding onesaid relatively movable part against movement relative to the frame, and means for applying and releasing said braking means.

ltive to the frame, and means for regulating the eiects of said retarding means.

3. A variable ratio transmission as in'claim 2, in which said rst retarding means comprises a fluid pressure pump and its regulating means comprises a valve for determining the back pressure at said pump.- .c

4. A variable ratio transmission-comprising a frame, a driving member, a driven member; a first diiferential gearing having a pair of coaxial gears,v a differential case and a planet pinion, said differential case being connected to the driving members; a second differential gearing hav` ing a pair of coaxial gears, a spider and planet pinion means, said spider being connected todifferential gearing' forpreventing said other gear from turning relative tothe frame, and means for actuating said brake means; al gear pump having two relatively rotatable parts, one of said parts being connected to the said other gear in one differential gearing and the other said part being connected to the said other gear in the other differential gearing; and means for establishing -a variable back pressure in said gear pump.

5. A variable ratio transmission as in claim 4, in which said'back pressure establishing meansk includes conduit means for liquid circulation through the gear pump, and a valve in said con duit means for limiting the liquid delivery from said pump.

6. A variable ratio transmission as in claim 4, in which said back pressure establishing means includes ce' .duit means for liquid circulation through the gear pump, a valve in said conduit means for limiting the liquid delivery from said pump, and regulatable air bleeder means for delivering air to the pump intake.

7. A variable ratio transmission comprising a frame, a driving member, a driven member; rst

and second differentiating gearings each comprising first and second-gears having a common axis, a planetpinion and a differential member revolvuble with the planet pinion about the common axis, the said first gears in each differentiating gearing being connected together, andv fluid pressure means including two relatively movable parts respectively connected to the said 'second gears and effective for retarding the relative angular motion of said second gears; one said differential member being connected to the driving member and the corresponding said first and second gears being of the same size, the other said differential member being connected tothe driven member and the corresponding said first and secondA gears being of dierent sizes; and brake devices including parts on the frame and parts on the larger of the said gears of the other said differentiating gearing for preventing `movement of said-larger gear relative to the frame.

8. A variable ratio transmission comprising a frame, a driving member, a driven member; first and second differentiating gearings'v each comprising first and second gears having a common axis, a planet pinion and a differential member revoluble with the planet pinion about' the common axis, the first said gears in each differenferential being connected to the small gear in the second differential, and fluid pressure means including two relatively movable parts respectively connected to the said second gears and effective for retarding the relative angular motion of said second gears; the differential member of said first differentiating gearing being connected to the driving member and the differential member of the second differentiating gearing being con nected to the driven member; and brake devices including` parts connected to the frame and parts connected to the large gear of said second differentiating gearing and effective for preventing movement of said large gear relative to the frame.

9. A variable ratio transmission comprising a frame, a driving member, a driven member; first 'and second differentiating gearings each comprising first and second gears having a common axis, a planet pinion and a differential member revoluble With the planet pinion about the common axis, the said first gears in each differentiating gearing being connected together, each differentiatinggearing having its gears of different sizes, the small gears of the two gearings being connected together, and fluid pressure means including two relatively movable parts respectivel ly connected to the said large gears and effective for retarding the relative angular motion of said other gears; one said differential member being 'connected to the driving member 'and' the -other said differential member being connected to the driven member; and brake devices including i. part connected to the frame and a part contiating gearing being connected together, both said differentiating gearings having their gears `of different sizes, the large gear in the first difgear ,and the frame for preventing said largey gear from rotating relative to the frame; and

nected tothe large gear of said second differentiating gearing and eectveI for preventing movement of said large gear relative to the frame.

10. A variable ratio transmission comprising a housing, a ldriving member, a driven member; a first differentiall including rst; and second gears, a differential case, and a planet vpinion journalled on the differential case; a fluid displacement pump including a pump housing, an inner pump gear, and a pump pinion journalled in the pump housing in mesh with the pump gear; a second differential including large and small gears, a spider and a planet pinion journalled on the spider; a. first overrunning clutch eective between said first and second gears for preventing said secondgear from turning faster than said first gear, a brake effective between said large frame, a driving member, a driven member: a

first differentiating gearing connected to the driving member; ,means for limiting the relative movement of parts of said first gearing; a second differentiating gearing connected to the driven member and'including gears of different sizes; means mechanically connecting parts of said differentiating gearings in driving relation; further means including brake devices connecting other parts of said differentiating gearings, and devices for controlling the braking effect; and releasable means for preventing the movement of said other parts in said Vsecond gearing relative to the frame.

12. A variable ratio transmission. including a frame, a driving member, a driven member; a first differentiating gearing including first and secondgears, a planet pinion, and a differential case connected to the driving member; means for limiting the relative movement of said gears in the first gearing; a second differentiating gearing including small and large gears, a planet pinion and a diierential spider connected tothe driven member; said rst and small gears being.

connected together; releasable means for preventing the movement of said large gear relative to the frame; and variable brake means for restricting the relative movement of said second and large gears. v

O'ITO E. SZEKELY. 

